Control apparatus



1945 R. R. STEVENS I 7 2,383,277

CONTROL APPARATUS Filed May 2'7, 1942 2 Sheets-Sheet 1 INVENTOR Roy R "Szevens BY ATTRNEY A 8 1, 1945- R. R. STEVENS 2,333,277 CONTROL APPARATUS Filed May 2'7, 1942 2 Sheets-Sheet 2 712d 1 0 5 22 1 11 721 I g- INVENTOR ATTORNEY Patented Aug. 21, 1945 CONTROL APPARATUS Roy R. Stevens, Forest Hills, Pa., assignor to The I Westinghouse Air Brake Company, Wilmerding,

Pa., a corporation oi Pennsylvania Application May 27, 1942, Serial No. 444,742

' 8 Claims.

This invention relates to control apparatus and more particularly to means for controlling the positioning or conditioning of a plurality of devices, such as engine throttles or fuel control devices.

In certain water craft a plurality of internal combustion engines of the Diesel type are all gines embodying means adjustable by fluid pressure for governing the speed of eachengine and a manually operative control valve for governing the pressure of fluid controlling each of said means to thereby provide synchronous operation of the several engines. I

Itis also desirable that the speed or output of each of the several engines be individually adjustable in order to compensate for inaccuracies in manufacture or in adjustment of devices such as fuel pumps or other governing means. Moreover, the condition of an engine may be such that its output for a certain speed may be different from that of the other engines, or in use it may be found that one engine is operating under a greater load or at a higher temperature than the others. Individual adjustments of each engine is therefore desirable in order to equalize the load between the engines or to compensate for some abnormal condition such as just described.

Another object of the invention is therefore the provision of control arrangements for a pinrality of engines which provides for individual adjustments of each engine to compensate for conditions such as just set forth.

A further object of the invention is the provision of control arrangements for'a plurality of engines embodying a primary or master controller for simultaneously adjusting, regulating,

or synchronizing the speed or output of the several engines and further embodying for each engine a secondary or vernier controller arranged .tion such as above described or for any other desired reason.

Another object 01' the invention is the provision of an arrangement as defined in any of the above objects providing for pneumatic control of all engines simultaneously and of each engine individually from a remote control station.

Another object of the invention is the provision of novel mean operative by fluid under pressure a to adjust the speed or output of an internal combustion engine in accordance with the pressure of such fluid.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a diagrammatic view of an engine control system embodying the invention; Fig. 2 is a sectional view of a pneumatic control device associated with each of the engines shown in Fig. 1 and taken on the line 2-2 in Fig. 1; Fig. 3 is a bottom plan view of the pneumatic control device shown in Fig. 2; Fig. 4 is a sectional View takon on the line 4-4 in Fig. 2; and Fig. 5 is a sectional view, similar to .a portion of Fig. 1, of a modification of the invention.

Description.-Figs. 1 to 4 In Fig. l of the drawings the reference 'numerals I indicate a part of each of four internal combustion engines of the Diesel type all of which may be connected to one propeller (not shown) of a water craft in any conventional manner. Each engine I is provided with a fuel supply device 2 of any desired structure which is adjustable by a rocker arm 3 to vary the amount of fuel supplied to the engine. Accordingly, each arm 3 may have an engine idling position :in which it is shown in Figs. 1 and 2 and which provides for idling operation of the engine. Each arm 3 may be rockable from the idling position in the direction of a dotted line 4 (Fig. 2) to .provide for increased speed or output of the engine according'to the extent of such movement. The dot- .ted line 4 indicates the maximum degree of with the lower face of the diaphragm deemed essential to a clear and comprehensive understanding of the invention, which will now be described.

According to the invention, a pneumatic control device 5, which will hereinafter be termed a throttle control device is mounted on each engine above the fuel supply device 2 and is provided for adjusting the arm 3 to cause operation of said engine at a speed proportional to the pressure of fluid supplied to control said device, as will be hereinafter described.

Each throttle control device 5 comprises a casing carrying at one end a master control movable abutment l which'is preferably in the form of a flexible diaphragm clamp around its periphery between one end of the casing and a cover secured thereto. Between the cover H and diaphragm i0 is a pressure chamber |2 which is connected, by a passage l3 extending through the cover and casing, to a fluid pressure control pipe 4 connected to the casing. At the opposite side of the diaphragm is a non-pressure chamber l5 which is open to a bore l6 extending through the casing to the opposite end thereof. The device is preferably arranged with the diaphragm at the tions of foreign matter in said bore below the diaphragm I0.

A diaphragm follower I1 is disposed in the nonpressure chamber IS with one side in contact I0 and is provided with an operating stem |8 depending from the opposite side and extending through the bore Hi to a point below the casing. A portion of the wall of bore l6 adjacent its lower end is provided with screw threads in which is mounted an .adjllsting nut i9 and a lock nut 20.

These nuts are ring-shaped and are provided centrally with aligned apertures through which the follower stem I8 loosely extends. A coil control spring 2| encircling the stem l8 bears at one end against the adjusting nut i9 and at the opposite end against the follower |1.

When chamber I2 is at atmospheric pressure the spring 2| is operative to bias or hold the diaphragm ID in contact with a stop 22 provided on cover When fluid under pressure is supplied to chamber l0 by way of pipe I4, as will be later described, the diaphragm l0, follower I1 and stem l8 will move against the opp ing pressure of the spring 2| to a position in which the nous movement of said diaphragms in the several control devices I when fluid under pressure is simultaneously supplied to or released from the pressure chambers |2 in said devices. The lock nut is provided in each control device I for locking the adjusting nut I! in an adjusted position.

Projecting diagonally downwardly from the lower end of the casing of each throttle control device 5 are two parallel arms 25 which are spaced apart. A bell crank 26 comprising two like parallel arranged and space apart bell crank elements 21 is disposed with the knees of said elements between the ends of the arms 25. A pin 28 pivotally connects the knee of one hell crank element 21 to one of the arms 25 while a pin 29 pivotally connects the knee of the other crank element 21 to the other arm 25, the two pins 28 and 29 constituting two axially aligned fixed fulcrums for the bell crank 26.

At one side of the fulcrum pins 28 and 29 each of the bell crank elements 21 has a relatively short lever arm 30 projecting in a generally vertical direction along one side of the casing. The two arms 30 are spaced apart to receive between their ends the end of a diaphragm follower stem 3| to which they are pivotally connected by a pin 32. The two arms 30 may be rigidly connected together back of the ends thereof by an integrally formed bridge 33.

'The other end of the diaphragm stem 3| is connected to a diaphragm follower 34 which engages one side of a flexible vernier diaphragm 35. This diaphragm and the follower 34 and follower stem 3| are arranged with their axes substantially at right angles to the axis of the diaphragm I0, and the diaphragm 35 is clamped to the casing around its periphery by a cover 36. The cover .36 has an opening through which the follower stem 3| loosely extends and through which the adjacent face of the diaphragm is constantly subject to atmospheric pressure. At the oppositeside of the diaphragm 35 is a pressure chamber 31 which is connected by a passage 88 to a fluid pressure control pipe 39. Extendin from the casing into the pressure chamber 31 is a stop 40 for engage-- ment by the diaphragm 35 to limit deflection force of the spring and another force also to be later described, balances the pressure of fiuid on the diaphragm. In other words, the spring 2|. is operative to define positions of diaphragm IOand stem |8 corresponding to the pressure of fluid supplied to chamber |2 to act on the diaphragm.

It is desirable that the diaphragms III in the several throttle control devices 5 operate in unison in response to simultaneous variations in fluid pressures in chambers |2 in order to provide as nearly as possible synchronous operation of the several engines I. It is however understood that in the manufacture of springs like spring 2| .there may be slight variations in dimensions such as free height and there may even be slight variations in the material from which such springs are made so that it is substantially impossible to attain a plurality of springs exactly alike in all respects. To off-set such variations the adjusting nut I9 is provided in the control devices 5 whereby the pressure of the springs 2| on the diaphragms l0 may be adjusted relative to each other so as to obtain substantially synchrothereof in one direction.

Each of the bell crank elements 21 has a relatively long lever arm 4| extending in a generally horizontal direction and thus substantially at right angles to the lever arms 30 and to the axes of diaphragm l0 and stem l8 and terminatingbelow the casing between the opposite sides of a jaw 42 provided'on the end of the follower stem l8. A throttle control lever 43 disposed for operation between the two portions 21 of the bell crank 26 extends through jaw 42 between the lever arms 4|, and a fulcrum pin 44 extends through the throttle lever, the ends of said jaw and the ends of the lever arms 4| thereby pivotally connecting these parts together.

One end of the lever 43 is disposed beyond bell crank lever arms 30 and is pivotally connected by a pin 45 to one end of a link 46, the opposite end of which link is connected by a pin 41 to the end of the throttle control arm I.

An adjusting bolt 48 has one end screwed into the opposite end of lever 43 and is locked in position by a lock nut 49. The other end of the adjusting bolt has an eye portion 50 disposed between two parallel arranged links 5| and a pin 52 extends through the links and said eye for pivotally connecting these parts together. The

opposite ends of links 5| are pivotally connected position.

by the pin 53 to an ear 54 provided on a plate 55 which is mounted against one side of the casing. c

The plate 55 has a slot 56 and intemnediate the ends of the slot a bore 51 of greater diameter than the width of the slot. A thumbscrew 58 aving screw-threaded engagement with the casing is provided with a' cylindrical portion 53- adapted to flt and enter the bore 51 for defining a normal position for the plate 55; said screw when tightened against said plate being arranged to rigidly secure the plate to said casing in said When the screw 58 is backed out of the casing to a position in which the cylindrical portion 59 is withdrawn from bore 51, the plate is capable of adjustment in either direction and may be secured in an adjusted position by turning screw 58 into the casing and thereby tightening the cylindrical portion against the outer face of the plate. Except in case of emergency,

which will be later brought out, this plate is locked by the thumb screw in the normal position shown in the drawings to thereby provide,

, through the medium of links I, a floating fuldiaphragm II] in chamber I2. With the chamber 1 I2 ator substantially at atmospheric pressure, the force from diaphragm 35 plus the adjusted pressure of spring 2I on the diaphragm IIl'will therefore maintain the diaphragm III, stem I B, throttle control lever 43 and thereby the arm 3 'of the fuel supply-device 2 in the engine idling position shown in Fig. 2.

The fuel supply arm 3 has a certain deflnlte movement between idling position and the position indicated by line 4 in Fig. 2 which latter position provides for operation of the engine at maximum speed or output. When synchronous operation of several engines is desired to be attained from a single master controller, to be later described, it is therefore necessary that, whenthe pressure of fluid in chamber I2 on the master diaphragm In of the several throttle control devices 5 is substantially that of the atmosphere, the throttle control levers 43 and arms 3 be in their idling position. When the maximum degree of fluid pressure is provided in chamber I: of the several throttle control devices 5 it is likewise necessary that each of the throttle control levers 43 and arms 3 occupy the position indicated by line 4 providing for maximum engine speed, and for any lesserdegree of fluid pressure in chambers I2 the throttle control levers 43 :and arms 3 should be correspondingly positioned. In other words, each of the throttle control device 5 should respond to a certain fluid pressure supplied to chamber I2 to provide the same positioning of arm 3 as provided in all other control devices 5. 7

It will be seen from the above description that the position of the arm 3 and lever 43 in each control device 5 is dependent upon the position to which the diaphragm I0 is deflected by pressure of fluid supplied to act in chamber I2. Now

for a certain degree of fluid pressure in chamber For operating an engine I at a speed greater than idling, fluid under pressure is supplied to chamber I2 and this pressure acting on the diaphragm In creates an actuating force for moving said diaphragm downwardly against the opposing force of spring 2| and of fluid on the diaphragm 35 to a position in which such opposing force is increased to a degree, by the pick-up of said spring, equal to said actuating force. This move- -ment of the master diaphragm II] acts through follower pin 44 to turn the lever 43 in a-downwardly direction about its fulcrum with pin 52 to thereby move, through the medium of link 46, the throttle control arm 3 to a position corresponding to the position of diaphragm III or to the pressure of fluid acting on the diaphragm I0, and in which the engine I will be caused to operate at a, correspondingly increased speed. An increase in the pressure of fluid in chamber I2 will effect movement of lever 43 and thereby of arm 3 further in the direction of full speed position of said arm to .cause a corresponding further increase in speed of the engine, while a reduction in the pressure of fluid in chamber I2 will result in a corresponding reduction in engine speed. I It will thus be seen that any pressure of fluid provided in the master diaphragm chamber I2 between atmospheric pressure and a certain maximum degree will cause a corresponding adjustment of the throttle control lever 43 and arm 3 and thus of the speed of the respective engine I.

It will now be apparent that with the spring I2 the diaphragm ID in one of the throttle control devices 5 may move to a certain position while in another control device it may move to a different position depending upon the pickup characteristic, or the increase in pressure for a certain given deflectiomof the different control springs 2I. In other words, in one device the increase inpressure in spring 2Ifor a certain degree of deflection may be greater than in another device and as a result the degree of movement of the diaphragm I0 under ,a certain pressure of fluid in chamber I2 may be less in the one control device than in the other control device. It is however essential that, regardless of variations in this characteristic of the springs 2I employed in the several throttle control devices, the arms 3 should all be positioned the same for the same degree of fluid pressure in the diaphragm chambers I2, and this is attainable by screwing the adjusting bolts 48 either into or out of the throttle control levers 43 to thereby vary thedistance between the fulcrum pins 44 and 52.

' If the distance between the fulcrum pins 44 and 52 is reduced, a greater degree of movement of the opposite end of the throttle control lever 43 and thereby of farm 3 will be attained for a certain movement of the master diaphragm III, while an increase'in this distance will result in a reduction of the extent of movement of arm 3 for the same movement of the master diaphragm I0. By properly adjusting the bolt 43 in each of the several control devices 5,,all of said devices may therefore be caused to operate to effect the same positioning of the throttle control arms 3 for the same degree of fluid pressure acting in the several chambers l2.

While synchronous and like adjustments of the several throttle control levers 43 and arms 3 are attainable upon simultaneous supply of the same degree of fluid pressure to chamber I! of the several control devices, it might be found after such adjustments that one or another of the engines was not operating at the speed desired d'ue possibly to improper adjustment of some part of the engine, inaccuracies of manufacture or the like, or it might even be observed that one engine was operating under a greater load or at a higher temperature than the others. As a consequence, it might be desired to change the speed of the individual engine or engines, the operation of which was abnormal without affecting in any way the adjustments or operation of the other engines. Such individual adjustment of the speed or output of any one engine is attainable by efiecting a variation in the pressure of fluid in chamber 31 on the vernier diaphragm 35 of the respective control device 5, as will now be described.

If the speed of one engine is lower than desired, then in order to increase such speed, the pressure of fluid in chamber 31 on the vernier diaphragm 35 in the respective throttle control device 5 is reduced which results in a reduction in force applied through the bell crank 26 to pin. 44 opposing the pressure of fluid on the master diaphragm l0. As a result, the pressure of fluid in chamber I! on the master diaphragm is rendered eifective to deflect said diaphragm in a downwardly direction to a new position in which .it is stopped by the increase in pressure of spring 2| which corresponds to the reduction in fluid pressure on the vernier diaphragm 35, and this movement of the diaphragm I actuates the lever 43 and arm 3 to increase the speed or output of the respective engine in proportion to such reduction-in fluid pressure on the diaphragm 35. A further reduction in the pressure of fluid on diaphragm 35 will effect a further and corresponding increasein speed or output of the engine.

On the other hand, an increase in the pressure of fluid in chamber 31 on the vernier diaphragm 35 will increase the force on pin 44 opposing the pressure of fluid on the master diaphragm I0 and thus move said diaphragm upwardly in the direction of its engine idling position to thereby reduce the speed or output of the engine a degree proportional to the increase in fluid pressure on the vernier diaphragm 35.

The speed of any one of the several engines may thus be changed or corrected from that initially provided for by the simultaneous operation of the several master diaphragms H], by the proper increase or decrease in pressure on the respective vernier diaphragm 35.

Moreover, the vernier diaphragm 35 in each control device 5 provides for changing or correcting the speed of the respective engine with a great degree of accuracy due to the fact that the'area of said diaphragm times the length of the bell crank lever arms 30 is only a small percentage of the area of the master diaphragm l0 times the length of the bell crank lever arms 4|, such for instance as ten per cent, so that for a considerable variation in pressure on the vernier diaphragm 35 only a relatively small change in position of the throttle control lever 43 and arm 3 will occur with a correspondingly small change in engine speed.

. such as a manually operable control valve 55 to which all of said chambers are connected by pipes 1 l4 and a pipe 65. The pressure in each of the vernier diaphragm chambers 31' may be individually controlled by any-suitable means such .as manually operative control valve 31.

The control valves 65 and 81 may be or a structure similar to that disclosed in Patent No.

This lever is indicated in Fig. 1 by the refer ence numerals 68 and a source of fluid pressure for the several control valves 55 and 61 is indicated by a pipe 10. On the manually operative control valve 65 the lever 68 is shown at the end of its control zone which provides for substantially complete venting of fluid under pressure from pipes 65 and I4 and thereby from the several master diaphragm chambers l2. Movement of the lever 58 from this end of the zone in the direction of the opposite end will provide fluid in pipes 66 and I4 and thereby simultaneously in diaphragm chamber I! of the several throttle control devices 5 at a pressure corresponding to the extent of such movement, and a maximum degree of pressure is attainable in such pipes and chambers when said lever occupies a position at the opposite end of the zone indicated by a line 58. To attain idling of the engines, the lever 53 in the manually operative control valve 65 must therefore occupy the position shown to provide for substantially the complete release of fluid under pressure from the pipes 66 and I4 and diaphragm chambers l2.

In each manually operative control valve 61 the lever 68 is normally carried in a position intermediate the ends of its zone of movement in order to provide in the respective diaphragm chamber 31 a pressure substantially intermediate atmospheric pressure and a maximum degree attainable by operation of said valve. Movement of the lever 68 in each manually operative control valve 61 in one direction from its intermediate position will therefore cause a reduction in pressure in the connected diaphragm chamber 31 while movement in the opposite direction will cause an increase in such pressure to thereby provide for the vernier adjustments of engine speed hereinbefore described.

As above mentioned theplate 55 when secured to the casing of each controldevice 5 by thumb screw 58 in the position shown in the drawing provides through the medium of links 5| the fulcrum about which the throttl control lever 43 normally operates in response to operation of the diaphragms l0 and 35.

It is possible on a water craft, that due to an accident such as failure of the supply of fluid pressure through pipe 10 or breakage of some part of a throttle control device 5, it might not be possible for such device to control the speed of the respective engine. Under such a condition, the thumb screw 58 may be backed out of the casing until the cylindrical portion 53 of the screw is turned out of the bore 51 and then the plate 55 may be manually moved in either one direction or the other to thereby cause movement for either accelerating or slowing down the englue to the desired degree, following which the thumb screw 58 may be screwed into the casing and tightened against the plate 55 for holding same in the desired adjusted position.

In, practice it may be found that a fuel supply device 2 may not act to accurately vary the fuel supply to an engine in accordance with the pressure of fluid provided in chamber l2, due for instance to uncontrollable variations in resistance to movement of certain of the parts in said device. In other words, a slight increase in pressure in chamber l2 may have no efl'ect upon the adjustment of one fuel supply device 2 while another may be properly adjusted in response to such an increase, or one device may respond differently than another to a slight variation in fluid pressure in chamber l2. Any such failure of adjustment or possibly improper adjustment may, however, be corrected by operation of the proper manual control valve 61, as above described.

When the operator moves the handle 68 of the manual control valve 65 to the maximum pressure position indicated by line 69, it is, however, desirable that all of the fuel supply devices 2 be accurately adjusted by the respective pneumatic control devices 5 to provide for synchronous operation of the several engines at maximum output, regardless of variations in resistance to movement of any of the operating parts and without any subsequent adjustment of the manual control valves Bl. To insure this result, the control devices imay be constructed as shown inF'ig. 5.

According bore IS an adjustable stop having screwthreaded engagement with the wall of said bore and extending into chamber l5 for engagement by the diaphragm follower l I. In the end of this stop projecting into bore l6 are a plurality of slots 16, and one or more openings 11 may be provided in the wall of the casing in line with said slots whereby a tool may be inserted through one or another of the openings into one of said slots and then operated to turn the stop in the casing. V

T1'ie stop 15 is so adjusted as to be engaged by the follower I! when the fuel control supply arm 3 attains the position indicated by line 4. With this arrangement the manual control valve 65 will provide in the position indicated by line 69 a pressure sufliciently in excess of that of spring 2| to insure contact between follower I I and stop I5 against the opposing pressure of fluid which may be effective in chamber 31 on the Vernier diaphragm 35 and to then hold these parts in this condition even though the pressure of fluid on the vernier diaphragm 35 should be varied. Thus, when the manual controller 65 is moved to the position indicated by line 69, all of the control devices 5 will operate simultaneously to move the fuel control arms 3 to the position indicated by line 4 to provide maximum output of all of the engines.

Summary From the above description it will now be seen that I have provided a relatively simple control system particularly suitable for remotely controlling a. plurality of devices such as Diesel engines and embodying a master controller for simultaneously adjusting the speed or output of all of said engines and an individual Vernier controller for each engine for effecting, with a great degree to this modification, I provide in c of accuracy, slight changes in such adjustment as required to correct for any Variable in the dividual engine which interferes with or prevents the desired operation thereof.

The system embodies a control device for each engine for adjusting the speed or output of the engine in accordance with operational the mas- .ter controller and vernier controller. This control device embodies a control spring and is so constructed and arranged as to be capable of synchronizing operation of the several engines regardless of variations in operating characteristics of the control springs in the several control devices.

While only two embodiments and one use of the invention have been shown and described in detail, it is not the intention to limit the scope of the invention except by the terms of the appended claims.

Having now described my invention, what 1 claim as new and desire to secure by Letters Patent, is:

1. In combination, a plurality of adjustable control members, a plurality of adjusting means arranged one for each of said members and each comprising a control spring, a main movable abutment subject to the opposing pressures of said spring and of fluid in a chamber and'movable by said spring to a certain position upon release of fluid underpressure from said chambe;- and movable against said spring upon supply of fluid under pressure to said chamber, a

secondary movable abutment connected to said primary abutment and operativeupon a variationin fluid pressure on one face to provide a force which cooperates with said spring to determine the position of said primary abutment when subject to pressure of fluid in said chamber, a main control valve operable manually to supply fluid under pressure to said chamber in all of said adjusting means simultaneously. for effecting movement of said primary abutment in all of said adjusting means in unison, a secondary control valve for one of said adjusting means operative manually toeflect a variation in pressure on the respective secondary abutment, and means operable by said abutments in each adjusting means to position the respective control member in accordance with the pressure of fluid acting on both abutments.

2. In combination, a plurality of devices each comprising a control spring, a movable abutment subject to the opposing pressures of said spring and of fluid in a, chamber, said spring being operative with said chamber vented to move said abutment to a certain position and said abutment being operative upon supply of fluid under pressure to said chamber to move said abutment out of said certain position to a position depending upon the pressure of fluid supplied to said chamber, a control valve operative to supply fluid under pressure to and release fluid under pressure from said chamber in the plurality of devices simultaneously, means in each of said devices operative to adjust the pressure of said spring on said abutment to provide Synchronous movement of said abutments in response to operation of said control valve, a. lever having a. fulcrum and spaced therefrom a connection with said abutment and also having an,

chamber is vented and at the opposite extreme of said travel when said chamber is supplied with fluid at a chosen degree of pressure.

3. In combination, a pneumatic control device comprising a casing, a lever having a fulcrum connection with said casing, a spring in said casing, a movable abutment in said casing having a connection with said lever andsubject on one faceto' the pressure of said spring and on the opposite face to variations in fluid pressure, another movable abutment in said cas-, ing having a connection with said lever and subject on one face to variations in fluid pressure, said abutments cooperating with said spring to rock said lever aboutsaid fulcrum connection to a posi ion determined by the pressure of fluid on both of said abutments, individually manually operable means for varying the pressure of fluid on said abutments, and a member to be operated by said lever having an operating connection therewith.

4. In combination, a pneumatic control device comprising a casing, a lever having at one end a fulcrum connection with said casing; a movable abutment in said casing having at one side a fluid pressure control chamber, a member projecting 'from the opposite side of said abutment through an opening in said casing and connected to said lever, and adjusting nut having screw-threaded engagement with the wall of said opening, a coil spring supported on said nut and adjusted thereby to bear against said opposite side of said abutment, said abutment being movable in one direction against said spring upon supply of fluid under pressure to said chamber to adjust said lever in accordance with the pressure of such fluid, said spring being operative to move said abutment in the opposite direction upon release of fluid under pressure from said chamber, an adjustable stop having screw-threaded engagement with the wall of said opening and arranged to be engaged by said abutment upon supply of fluid at a certain pressure to said chamber to limit movement of said abutment and lever by fluid pressure, and means in the connection between said lever and easing operative to adjust the arm of said lever between said casing and [the -connection with said member.

5. In combination, a pneumatic control device comprising a casing, a lever having at one end a fulcrum connection with said casing; a movable abutment in said casing having at one side a fluid pressure control chamber, a member projecting from the opposite side of said abutment through an opening in said casing and connected to said lever, an adjusting nut having screw-threaded engagement with the wall of said opening, a coil spring supported on said nut and adjusted thereby to bear against said opposite side of said abutment,

said other abutment opposes pressure offiuid on the first named abutment, an adjustable stop having screw-threaded engagement with the wall of said opening and arranged to be engaged by the first named abutment upon supply of fluid at a certain pressure to the first named chamber to limit movement of said abutment and lever by fluid pressure, and a control valve operative to ments, another and separately operable means op-' erative to efiect individual movement of one of said control elements relative to movement effected in responseto operation of the first named means to obtain the same movement of all of said elements, and means operative upon a certain operation of the first mentioned means to provide like movements of all ofsaid elements and to render the second mentioned means ineffective to efiect movement of the respective element.

7. In a control apparatus, a plurality of mov-1 efiected in response to operation of the first named means, and adjustable means for limiting movement of all of said elements to a chosen and to render the second mentioned means ineffective to efiect movement of the respective element.

8. In combination, two individual regulatin devices each comprising a movable abutment adjustable in accordance with variations in pressure of fluid in a control chamber, a manually.

operative control device, conduit means connecting said control device to the control chambers of both of said regulating devices, said control device being operable to efiect, through said conduit means, variations in pressure of fluid in both of said control chambers simultaneously, one of said regulating devices comprising a second movable abutment subject to pressure of fluid in a second chamber which is separat from ,the control chamber, mechanism rendering said second movable abutment, cooperative with the first named movable abutment in said one regulating device to adjust said one regulating device in accordance with the pressure of 'fluid on both of said abutments in said one regulating device, another manually operative control device separate from and non-controllable by the first named manually operative control device, and conduit means connecting said second chamber to said other manually operative control device, said other manually operative control device being operable to vary through the last named conduit means the pressure of fluid in said second chamber.

ROY R. STEVENS. 

